General, Electric Company, the owner of Type Certificate No. E23EA-1 for the Model CF6 engine, has filed an application to amend that type certificate to include the Model CF6-50 engine.

The certification basis for the GeneralElectric Model CF6 engine as incorporated in its type certificate, which is also applicable to the amended type certificate, is Part 33, effective February, 1, 1965, and Amendments 33-1, 33-2, and 33-3, and Special Condition No. 33-9-EA-4.

The GeneralElectric Model CF6-50 engine is a growth version of the Model CF6-engine and will incorporate mayor changes to the Model CF6 type design, including a high bypass ratio due to unusually large diameter fan blades which produce an unusually large ratio between the largest and the smallest rotor blades in the engine.

The GeneralElectric TF39 and CF6 family of high-bypass turbofan engines are the most popular large aircraft turbines in the world, powering civil and military widebodies from a variety of manufacturers.

The family is produced by GE-Aviation, formerly GeneralElectric Aircraft Engines.

GeneralElectric intends to replace the CF6 family with the GEnx, which will have an entry into service date of 2008.

SUMMARY: This amendment adopts a new airworthiness directive (AD), applicable to GeneralElectric Company (GE) CF6-50, -80A1/A3, and -80C2A series turbofan engines installed on Airbus A300 and A310 series airplanes, that requires initial and repetitive thrust reverser inspections and checks, and allows extended repetitive inspection intervals if an optional double p-seal configuration is installed.

Revision 3 of SB No. 78-1002 includes inspections of electrical cables, the aft frame, and the ball screw housing that are not included in earlier revisions.

One commenter states that airplanes that have not had components removed, replaced, or modified which could alter the actuation system rigging, or that have undergone previous health check inspections, should not be required to have the fan reverser operational check portion of the initial inspection performed.

Operators of GeneralElectric CF6-50 engines are expected to be given new options to meet a forthcoming US Federal Aviation Administration airworthiness directive (AD) which will call for corrective actions to the engine's low pressure turbine (LPT) nozzle locks.

The value of GeneralElectric stock fell nearly 9% in a few hours earlier this month amid news reports about problems with the engine, which powers nearly 2,000 airliners worldwide.

This follows the uncontained failure of a CF6 engine on a US Airways Boeing 767 in September.

Transmitted as follows is emergency airworthiness directive (AD) 2002-08-51, for the attention of all owners and operators of Airbus Model A300 B2 and B4 series airplanes equipped with GeneralElectric CF6-50 engines.

Model A300 B2 and B4 series airplanes equipped with GeneralElectric CF6-50 engines have the same nacelle and thrust reverser system as the airplane on which the event described previously occurred.

The FAA is planning to issue an airworthiness directive similar to this one, to require revising the AFM and deactivating the thrust reversers under certain conditions on those airplanes.

The GeneralElectric TF39 and CF6 family of high-bypass turbofan engines are the most popular large aircraft turbines in the world, powering civil and military widebodies from a variety of manufacturers.

The family is produced by GE-Aviation, formerly GeneralElectric Aircraft Engines.

GeneralElectric intends to replace the CF6 family with the GEnx, which will have an entry into service date of 2008.

The GeneralElectric TF39 and CF6 are a family of high-bypass turbofan engines.

GeneralElectric intends to replace the CF6 family with the GEnx, which will have an entry into service date of 2008.

This initial version of the CF6 comprises a single stage fan, with one core booster stage, driven by a 5-stage LP (low pressure) turbine, supercharging a 16-stage HP (high pressure) axial compressor driven by a 2-stage HP turbine; the combustor is annular and exhaust separate jets.

The GeneralElectric TF39 and CF6 family of high-bypass turbofan engines are the most popular large aircraft turbines in the world, powering civil and military widebodies from a variety of manufacturers.

It is the world's first high-bypass turbofan engine and the parent of the successful CF6 series.

Since its introduction, the TF39 has benefited directly from CF6 design technology: components, materials, processes, manufacturing techniques, and repair processes.

Lufthansa is one of the world's most experienced operators of GeneralElectricCF6 series engines; before the introduction of the latest Airbus and Boing types, CF6s were the mainly used powerplants operated in the Lufthansa widebody fleets.

Lufthansa Technik is a repair-development agency and a certified warranty repair station for CFMI, GeneralElectric, Pratt and Whitney and IAE engines.

This proposed AD would require modifying the airplane and the engine/nacelle to install a third line of defense, in accord with a manufacturer report, against inadvertent deployment of the thrust reverser in flight.

This proposed AD would also require two other actions that must be accomplished before or concurrently with the modification: installing a structural change in the fan cowl to avoid interference; and installing a dedicated, shielded electrical circuit.

FAA wants to prevent exposing the fuel pump container vapor area to electrical arcing during a fuel pump motor case or connector burn through, which could result in a fuel tank explosion.

This proposed AD results from a report that the manufacturer has developed a third line of defense against the inadvertent deployment of the thrust reverser of A300 airplanes that are equipped with GeneralElectricCF6- 50 series engines (in accordance with FAA guidelines).

We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701, ``General requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce.

Unsafe Condition (d) This AD results from a report that the manufacturer has developed a third line of defense against the inadvertent deployment of the thrust reverser of A300 airplanes that are equipped with GeneralElectric CF6-50 series engines (in accordance with FAA guidelines).

GeneralElectric and P&W formed the Engine Alliance and designed the GP7200 turbofan to power the stretched 747.

At the time of its launch, the term "jumbo jet" had already been coined by the media to describe a general class of new wide-bodied airliners then being developed, including the Lockheed L-1011 TriStar and McDonnell Douglas DC-10.

Boeing was quite keen to discourage the media and the public using the term "jumbo jet" for the 747, but their efforts were in vain, and now the term is synonymous with the 747.

The series 40 was powered by Pratt & Whitney engines, whereas the series 10 and 30 engines were from GeneralElectric.

DC-10-30 (164 built): The most common model, built with GeneralElectric CF6-50 turbofan engines and larger fuel tanks to increase range and fuel efficiency, as well as a set of rear center landing gear to support the increased weight.

Another deficiency highlighted in the NTSB report was the vulnerable placement of electrical wiring at the leading edge (front) of the wing.

On 07 September 1997, a Canadian Airlines International Boeing 767-300ER was at the start of its take-off from Beijing, China to Vancouver, British Columbia, when the left engine had an uncontained failure of the high pressure compressor (HPC).

In order to advance aviation safety in the most expeditious manner, the NTSB, in consultation with the TSB, decided to issue safety recommendations concerning the GeneralElectric CF6-50 and -80 series jet engines in the United States.

The HPC case was ruptured and portions of the disk had separated from the spool, exited the engine, and broke into three pieces, all of which were recovered.

Airbus and GeneralElectric have completed a noise reduction programme launched two years ago to meet new demands in noise sensitive regions.

The programme concerned more particularly the A300B4 powered by GeneralElectric’s CF6-50 engines and was performed in cooperation with Airbus customers.

This means that although many A300B4s are not legally required to comply with the new regulation, they can be operated in airports with strict noise restriction as they will in fact be compliant with the new requirements.